My Account

SEN 2352

I used to think that a good CD’s job description was to keep everyone out of trouble. And in Wawaywanda the wind/drift direction could be notoriously fickle in certain portions of the day. As the wind/drift picks up and changes, models beach the field’s boundaries or the trees along the river to the east. However, I now realize that creating a flying “density” is essential in a contest. This stems from the fact that there are so few of us flying in contests anymore in the North East. A good turnout in Wawaywanda has 3-4 flyers per event. We sometimes have a handful of AMA flyers that show up on Saturday or Sunday. If a CD locates the contest’s administrative center correctly (meaning that flights are mostly contained on the field) and allow flyers to set their equipment close to a short flight line, one creates a flying “density”. People setup their canopies and equipment along the flight line. This allows B flyers to wind and walk over to the flight line were their thermal sensing equipment is positions. The same applies to electric flyers. (C flyers who have not showed for years.) What is critical is that the flight line is short – consider it as a single large pole. Here there is a good chance of having some models concurrently in the air. One can piggyback or be piggybacked. And, most importantly, there is a common social experience of flying together. Flying “density” breaks down when (a) a CD locates the administrative center in a bad location or (b) won’t suspend (*) the round and relocate, even when the drift/wind direction has obviously changed. “The wind is supposed to come from ESE” argument. Instead, they toss out the magnanimous “infinite flying line” – just hop into a golf cart and fly wherever you desire. Now, one first has to procure a golf cart and a fellow timer (who could also be co-flying), wind a motor, travels with a timer to the far end of the field. You are flying SOLO. Your thermal sensing equipment is far away and no other flyers are around. Blowing a motor with hand turns means another round trip and your timer’s time is valuable. Similarly, A-flyers have the same issues when the contest administrative center is poorly located. //// (*) The rule book is rather leery on round suspensions. But we are talking about 3-4 flyers. And this adversity continues as long as the flight line has not been relocated. Aram

Tough Day From: Ed Carroll

All, I throughly endorse what Roger said about dehydration at Lost Hills. After 7 am to 7pm flying and cleanup, I was worn out. This is despite drinking 12 of 8 oz. bottles of Gator aide and several bottles of water. I had no cramps , but was still tired. I think we often underestimate the effects of the weather, low humidity and heat. That’s why I did not participate in the Sierra Cup events. Take care my friends.

Thermals, Eddie

It’s not just Physical From: Martin Gregorie

Hi Roger,

There’s one subtle point about dehydration that I think you’ve missed and its this: dehydration affects concentration and brainpower long before the sort of physical effects you’re describing have set in. As soon as you start to feel a bit thirsty, dehydration has already affected your concentration.

Those of us who are sailplane pilots know about this and, as a consequence, never fly a cross-country task without a Camelbak full of water in the cockpit and an established routine for drinking during the flight: I like to take a few slurps each time I’m established in a good thermal provided, of course, that its relatively unoccupied. On a hot day the mental benefit of taking the drink can be quite noticeable.

I’d expect this mild dehydration to have a similar effect in free flight. It would be interesting to know how many poor launches, mis-set timers, etc. it causes.

Finally, a note for US sportsmen flying in Europe or the UK: Gatorade is quite hard to find here, but a local equivalent is IsoStar. This is a powdered sports drink sold in 400g plastic jars with screwtop lids and measuring scoops included. Its relatively non-sweet. I like the lemon flavour.

Martin

Derek on the KotukuFrom : Derek McGuckin? in the FB Free Flight Group

Back from the Kotuku Cup/Sierra Cup at Lost Hills. What a fun weekend! Weather was great with each day presenting different conditions.

Saturday for the Kotuku Cup F1A,B,C,Q it was warm with temps into the low 90’s. Thermal picking was tricky. I dropped the third round and maxed the rest. The tricky conditions continued throughout the day with people tripping up each round. Three made the flyoff with Charlie Jones and Alex Andruikov making the 5 minute in perfect conditions. F1B was decided in the 10 minute round which Alex made.

Ed Carroll won F1C with a 10 minute round max. Ed and Guy Menanno traded off beautiful flights with their folders. Mike McKeever won F1A. He launched before Jim Parker in the final fly off round. Jim’s launch was higher but Mike out glided him (wow, what a glide!) for the win.

Did I say the fly-off conditions were perfect? Yes they were! there wasn’t a fly off in F1Q and I don’t remember who won. Up next: Sierra Cup bigs..

Comments and Questions

Bill Koran Do you know of significant differences between the F1As? Like perhaps Jim was flying LDA and Mike a flapper. Just curious why Mike had “wow, what a glide.”

Mike McKeever Bill, I flew a GEF carbon long…Jim a Babenko carbon long…my model was in better trim and Jim will be working on his glide trim

Bill Koran Thanks, Mike. I’m trying to learn more. Not going to start flying FAI any time soon, but it is always fun to learn.

Derek McGuckin Sorry Bill, I dont know the details. Both planes had full carbon wings.

Mike Richardson Jim’s glide circle was just a tad to tight, that’s all.